Section 3 Chapter1 part 2 Flashcards
Holding for Weather Improvement
Pilots of arriving aircraft may elect to hold for the weather to improve. In addition to passing routine weather reports, controllers are to advise pilots of other relevant meteorological information.
The first aircraft to enter the holding pattern is to be advised
“no traffic delay expected”. No instruction to leave the holding facility shall be given until the pilot indicates his intention to attempt a landing.
Subsequent aircraft entering the holding pattern shall be advised
“delay not determined (number) aircraft holding for weather improvement”. Controllers should establish the intention of any pilot if it has not already been stated.
When a pilot wishes to make an approach he is to be given
routeing instructions to enable him to descend clear of other traffic and return to the holding facility above other aircraft which have elected to make an approach. He is to be given an expected approach time relative to those aircraft and will take his place in the normal landing sequence.
If aircraft are making approaches in poor weather conditions the possibility of missed approaches shall be considered
The lowest holding level at a convenient holding facility shall normally be kept vacant for such eventualities.
Where marginal weather conditions exist or where the need for diversions is likely to arise due to the state of the aerodrome, traffic density, or for any other reason, controllers at aerodromes are to maintain the closest liaison with operating companies and the supervisor at the parent ACC. They shall pass, as often as necessary, the latest pertinent information so that diversions may be anticipated and not interrupt the smooth flow of air traffic.
1.90
When the need does arise, the controller concerned is to take the following action:
1.
Hold the aircraft in the vicinity of the aerodrome;
2.
Contact the ACC Watch Supervisor by telephone and advise him of the aerodrome selected for diversion, or if none selected, seek his advice as to the one most suitable;
3.
Obtain clearance instructions together with any other instructions to be passed to aircraft;
4.
Pass diversion messages to aircraft;
5.
If required, pass alternate aerodrome weather report;
6.
Advise the operating company or nominated addressee in accordance with the instructions in Section 1.
When a controller is informed that aircraft are about to divert to his aerodrome, he shall ensure that full details are passed to the Aerodrome Operator.
1.92
After a diverted aircraft has landed an arrival signal shall be sent to:
1. the aerodrome of departure; 2. the point of first intended landing; 3. the ACCs serving the original planned route; 4. LTCC Route charges section (EGTTYTYR). 1.93 At aerodromes not open on a 24-hour basis, close liaison shall be maintained with the Aerodrome Operator and the parent ACC before watch is closed, if it is known that diversions are likely to be received. Details of the procedures for arranging extensions of watch will be agreed with the Aerodrome Operator and published in MATS Part 2.
ATC clearances issued by Approach Control shall specify any or all of the following:
Turn after take-off; Track to make good before turning on to desired heading; Initial level to fly; Time, point, and/or rate at which changes of level are made.
A clearance expiry time determined by Approach Control, when considering its own traffic, must not be later than
that issued by Area Control.
Outbound clearances issued by Area Control to Approach Control may not take into account the need for separation from any inbound aircraft that have passed the release point.
This responsibility rests with Approach Control.
Outbound clearances issued before inbound aircraft pass the release point shall take into account the need for separation of traffic except in cases where separation is automatically ensured by the use of fixed operating procedures,
e.g. SIDs, standing agreements, or the outbound clearance is qualified by a “Release subject your discretion” (RSYD) restriction.
An RSYD restriction is intended to facilitate the overall expedition of traffic where Approach Control procedures may offer a more expeditious resolution of the confliction than Area Control procedures. In accepting an RSYD clearance the approach controller accepts the responsibility for the provision of separation between the outbound aircraft and the conflicting inbound or overflying aircraft. Before clearing the outbound aircraft for departure the approach controller must ensure that:
1.
he has received the release message on the inbound aircraft or full details of the overflying aircraft;
2.
he can provide the required separation.
3.
Before the outbound aircraft is transferred to Area Control the conflictions must have been resolved or co-ordination effected.
Pilots of all aircraft flying instrument departures are required, on first contact, to
inform the approach/approach radar controller of their callsign, SID designator (if appropriate), current or passing level and their cleared level. If the SID involves a stepped climb profile then the initial altitude/flight level to which the aircraft is climbing will be given. If the pilot does not provide the cleared level then controllers shall, without delay, either confirm that the crew are climbing to the correct initial level or clear the aircraft to climb to a higher altitude or flight level.
When an aircraft requests permission to enter controlled airspace for the purposes of landing at the associated aerodrome or transiting the airspace, it may not be possible, for traffic reasons, to issue that clearance immediately
In such situations controllers shall advise the pilot to remain outside controlled airspace, when to expect clearance and give a time check.
